Internal-combustion engine.



J. n. FULLERTON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 8,1909.

' L,OOO,O85, Patented Aug.8,1911.

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INTERNAL COMBUSTION ENGINE.

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Patented Au 3, 1911.

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INTEBNAL-OOIIIBUSTION ENGINE.

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Specification of Letters Patent.

Patented Aug. 8, 1911.

lpplication filed July 8, 1909. Serial No. 506,449.

To all whom it may concern" Be it known that. I, JOHN D. Fur-neuron,

specification, like characterson the drawing representing like parts.

This invention relates to internal combustion engines, and'especially to engines oi the two-cycle type wherein the ports le:.ding to and from the by-pass or transfer chamber through which air or a combustible mixture is delivered to the working end of the cylinder are opened and closed by the movement of the piston.

One 01" the objects of my invention is to provide a novel 'alvc mei-hauisn'i for controlling the ports of the by-pass, which valve mechanism will operate to open the port leadingto. the by-pa'ss more quickly and will maintain said port open longer than would be possible. if the port were controlled directly by the piston itself as is common in engines of this type; and another object of the invention is to provide a novel arrangement of pump cylinder for delivering the air or combustible mixture into the working end of the cylinder.

The features wherein my invention resides will be more fully hereinafter described and then pointed out. in the appended claims.

Referring now to the drawings wherein one embodiment of the invention is shown, Figure lis a vertical sectional view of an engine embodyin, my invention; Fig. 2 is a section through the cylinder on substantially the line to Fig. 1, showing the piston at the end of its down stroke: Fig. 3 is a sectional view through the cylinder on the line 7 Fig. 1, showing the piston at the end of its down stroke; Fig. 4 is a detail perspective view of the valve, Flf j is a diagram view showing the arrangement of ports leading to and from the by-pass or the transfer chamber; Figs. 6 and 7 are diagram views showing the piston and valve in di'tferent positions; Fig. 8 is a. section through the piston taken on a line through the wrist pin.

3 designates the cylinder of the engine which may have any suitable or usual construction and within Whl'Cll operates the piston 4, said piston being hollow as is usual in engines of this type and being provided with the wrist pin 5 on which the connecting rod 6 is pivoted, said connecting rod connecting to the crank 7 of a crank-shaft 8. The crank T operates in a crank case 9 of any suitable or usual construction. These parts are or may beall as usual in engines of this type and form no part of my present. invention.

The cylinder is providedwithv the outlet port 10 which is opened and closed by the piston l in usual manner. Said cylinder is also prorided with a bypass or transfer passage through which the combustible charge is delivered intothe working end of said cylinder. in the embodiment herein shown this by-pass comprises the two passages ll that open at one end into thecylinder through two separate ports 12, and at the other end through two other ports 13. The ports 12 are shown nearer together than the ports 13 so that.- the passages 11 converge to -ard each other, and said ports 12 are so positioned that they will be uncovered by the piston when the latter is at the lower end of its stroke. In Fig. .5 the relative position of these ports is shown diagrammatically, and the inclined passages 11 are shown in dotted lines. The cylinder is also provided with a port 14 situated between the ports 13, and the piston is formed with the chamber 16 which is of such a shape that, WllQTllllB piston is at the lower end of its stroke, said chamber communicates both with the port 14 and the ports 13. When the piston is thus at the lower end of its stroke, there will, therefore, be an open passage from the port. 14 through the chamber 16, ports 13, passages 11 and ports 12 to the working end of the cylinder.

In the embodiment of the invention shown herein, I have provided a pump cylinder 20 within which operates a pump piston 21,

said cylinder being connected to the port 14- by a conduit or pipe 22. The pump piston 20 is connected to and o erated from the crank 7 and the two cylin ers have such an angular relation to each other that the movements of the piston 21 are properly timed to cause it to force a charge of air or combustible mixture around through the by-.

pass at the time that the power piston i is at the lower end of its stroke. Tine of the features of my invention relstes to a valve for controlling the port; 14

which valve will operate to open said port quickly at the proper time and will also operate to maintain the port open longer than would be possible if said port were controlled solely by the movement of the piston. The advantage of this construction that. a better and more complete charge of combustible mixture can be admitted to the working end of the cylinder at each stroke and thus the etliciency. of: the engine is increased. The valve herein shown is designated by and it is arranged to have a movement relative to the piston, which movement is given to it by the swinging or angular movement of the connecting rod 6. The valve is best seen in Fig. 4 and it occupies a recess formed in the side of the piston and is of a size to cover and control the port 14:. Said valve in the form of a curved flange which tits said reccss.'and it is provided with a latel-ally-extending lug 94 in which is secured a vertieally-arranged stem 20 formed with a slotted head 27 in the slot of which is slidably mounted a block 28 carrying a pin 29 which extends through apertures formed in ears 30 which extend laterally from the end of and are rigid with the connecting rod. 6 and are situated cithc side of said block. The result of this con struction is that when the connecting rod swings past the dead center at either end of the stroke, the valve 2.) will be raised or lowered relative to r the piston, and this movement of the valve so timed that. the port 14 will he opened quickly at the proper timeiand will he maintained open for a longer period of time than would be possible if said port were controlled solely by the piston.

The operation of the engine will be readily understood from the drawings in which the direction of rotation of the crankshaft is indicated by the arrows. In Fig. 1, for instance, the crank has just passed its lower center and the piston is rising. lhe port it is closed by the valve 25 and the pump piston 21 is at the lower end of its stroke. As

. the crank turns into the position shown In liig. 6, the port leading to the crank case chamber is uncovered by the piston and as the crank continues its movement, the port 14- will be opened and at the samev time the pump piston 21 will move backwardly thereb causm a char e of air or itma be t) b 7 combustible mixture, to be drawn into the crank case through the port 3 5 and thence through the pipe into he pump cylinder. As the power piston t reaches the upper end of its stroke the swinging movement of the pitman U will cause the valve 25 to be moved upwardly relative to the piston, and the crank passes the position shown in Fig. 7 the port 14: will be closed by the valve 25. During further movement of the crank, the pump piston 21. will operate to compress the charge of air 'or combustible mixture which has been admitted to the cylinder .20 and just before the crank passes its lower center, the upper edge of the valve will cometiush with the upper edge of the port it-l. During the time that the'crank is passing the dead (center and while the piston t has comparatively little movement, the valve 25 willbe moved downwardly comparatively quickly, thus opening the port 1'1l,this opening movement of the port occurring during the time that the piston is compaia tively stationary. hen the piston is at the lower end of its stroke, the ports .12 are opened and the ports 13 register with the chamber 16 in the piston so that as soon as the port lat is opened by the \alve 25, the compressed charge of air or combustible mixture will be delivered through the by-. pass to the working end of the cylinder. As the crank passes the dead center and the piston begins to rise, the valve 25 continuesits downward movement relative to the piss ton so that the ports of the by-pass will remain open for a longer period of time than it they were controlled directly by the piston. When the parts reach the position shown in Fig. 1, the port let is oh sod and during further upward movement of th piston the charge is compressed in the working end of the cylinde' and then is exploded the proper time by any suitable sparking plug 34..

It is within my invention to admit eitheri comlmstible mixture or air to the crank case andv thence to the pump piston, or air alone may be thus admitted and the combustible mixture may be secured by injecting into the cylinder at the proper time a spray of gasoleue. NVhcrc the latter construction enuyloyed, the port 33 will open directly to the atmosphere and an injector pipe 35 will be employed adapted to deliver gasdlene or other liquid hydrocarbon in the l'orm "oil a spray directly into the cylinder through a port 36. \Vhere the combustible mixture is formed in this way, I prefer to so time the .delivery ol the charge of hydrm'arbon into the cylinder that the air will first be admitted through the ports l2, thus sravcuglug the cylinder, and when the cylinder is properlyscavenged the gasoleuo will be admitted, which commingling with the air will form a combpslible n iixture.

'lho piston may be provided with the deflecting surface 537 against which the liquid hydrocarlmn may be sprayed, such doth-ctin; surt'ace acting both as a means tor assisting the vaporization of the hydrtwarlmn owing to its heated condition, and acting to deflect the current of air into (htupper part of the cylinder to make the scavenging more complete.

While i l herein shown my improved valve ;o control the inlet port ill) to which a pump cylinder is connected, yet it will be obvious that this same valve might be used in other locations than that shown in the drawing.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent is 1. In an internal combustion engine, the combination with a cylinder having a transfer passage and a port, of a piston in the cylinder having a chamber in its side adapted to place the port in communication with the transfer passage when the piston is in one position, a connecting rod con nectcd with the piston, a valve for said port carried by the piston but movable relative thereto, and means actuated by the swinging movement of the connecting rod to give the valve its opening and closing movement.

2. in an internal combustion engine, the combination with a cylinder having a port, of a piston in thccylinder having in its side a recess, a connecting rod for the piston, a valve for controlling said port and comprising a curved portion fitting the recess and having a laterally-extending lug, a stem secured to the lug and provided with a slotted head, a block in the slot of said head.

two ears extending from the connecting rod and embracing the block, and a pin extending through said ears and said block.

3. In an internal combustion engine, the

' combination with a cylinder having a port,

of a crank case chamber, a piston within the cylinder, means associated with the piston for putting said port in communication with the working end of the cylinder when the ,piston is in one position and for putting said port in communication with the crank case chamber when the piston. is in another position, a pump cylinder communicating with said port, and a pump piston in said cylinden a. In an internal combustion engine, the combination with a cylinder having a bypass to delivera charge to the workingend of said cylinder and also having a port, of a piston within the cylinder, means associated with the piston to connect said port alternately ith the by-pass and with the atmosphere, a pump cylinder connected to said port, and a pump piston therein.

5. In an internal combustion enainathe combination with a cylinder having a bypass to deliver a charge to the working end of said cylinder and also having a port, of a piston within the cylinder, a crank shaft to which the piston is connected. means controlled by the movement of the piston to connect said port alternately with the bypass and with the atmosphere, a pump cylinder connected to said port, and a pump piston within said pump cylinder operated by the.

crank shaft.

6. In an internal combustion engine,the combination with a working cylinder having a port, a crank case chamber, a piston within the cylinder, a crank shaft, and a connecting rod connecting the piston to the crank shaft, of a valve controlling said port, means operated by the swinging movement of the connecting rod to actuate said valve to put the port in communication with the workin end of the cylinder when the working piston is at the end of its working stroke and to put said port in communication with the crank case chamber when the piston is at the beginning of its working stroke, a

pump cylinder separate from the working cylinder and communicating with said port, and a pump piston in the pump cylinder connected to the crank shaft.

7. In an internal combustion engine, the combination with a cylinderhaving a bypass for delivering a gaseous charge to the working end thereof and a port, of a recessed piston, the recess of which constitutes communication between said port and the bypass when the piston is at the end of its working stroke, a slide valve associated with the piston and operating to control said port, and means to give the valvea movement relative to the piston when the piston is at the end of its working stroke whereby said port will be opened quickly. i

8. In an internal combustion engine, the combination with a cylinder having a bypass for delivering a gaseous charge to the working end thereof and also having a port, of a piston provided with a chamber which constitutes communication between said port and the bypass when the piston is at the end of its working stroke, said port being so situated that when the piston is at the beginning of its working stroke it is above the port whereby the latter will communicate directly with the crank case chamber, and means connected to said portto draw a charge therefrom when the piston is at the beginning of its working stroke and to force said charge through said port and into the working end of the cylinder when the piston is at the end of itsworking stroke.

In testimony whereof, I have'signed my name to this specification, in the presence of two subscribing witnesses.

JOHN D. FULLERTON.

Witnesses Gnonen L. STEBBINS, C. C. BOGART. 

